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OK, I have two updates:

1) I determined that I did not have the correct plate between my carb and the intake. Performer and RPM manifolds require a cover or gasket that covers and seals the additional carb holes on the intake manifold. Part #9266 or #2732. I bought #9266 to help dissipate some of the heat and I noticed far more consistent vacuum at idle and cruise. The A/F doesn't bounce around anymore.
2) A buddy loaned me his AVS 800 and I am sold. Others have said it, Edelbrock recommends it and I am amazed at the difference everyone told me I would see. As soon as I adjusted the idle mixture and speed it cranked up and I would swear I have a different car.

You guys know that I wanted the 1411 to work and it does. I eliminated the lean stumble, I have a mixture that feels great and the numbers look good on the A/F. Having said that, let me try to explain the difference in raw facts.

1) With the 800, releasing the clutch in 1st gear is like any other car. You just release the clutch, period. No feathering and slipping the clutch. It just works, no matter the load no matter the incline.
2) With the 800, the mixture defaulted to perfect. Cruise is pretty solid around 14.2 and when you punch it you get an INSTANT drop down to roughly 11. As RPMs incrase the A/F increases to roughly 15.0 and then the vacuum kicks in and it drops back down into power mode.

For the most part, I think it has to do with the accelerator pump. When there is a load low in gears and at a start, the A/F is down in the 11.5-12.5 range. There are absolutely no lean spikes anywhere in the RPM range. When I replaced the pump nozzle to a 43, it eliminated the stumble but I still noticed quick lean spikes shifting gears or from a start. The nozzle have a good healthy squirt of fuel but as RPM's increased, the transition would still have a quick little spike that you couldn't really feel but it showed up in the gauge.

Nothing like that with the 800. It is smooth, responsive and a night-and-day difference.

Amazing is the only word that comes to mind.

I am a lot smarter now than I would have been if I had bought the 800 first so I have no regrets but I will say that the 800 is cheaper than a 750 with a tuning kit and nozzle kit.

I will respond back with any comments, questions that may arise but I will say that I HAVE SEEN THE LIGHT.

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Pretty Much Sums What I Have Been Stating Within This Thread (And Got Blasted , I Might Add) And Over The Course Of Many Years , 1407/1411s Are Are Are ####

I Basically Went Through This Many Years Ago With My 1407 , However Without An Sensor, What You Have Done Over The Course Of The Last Few Weeks.
I Played/Tuned Mine Over The Course Of A Month Or More , One Summer

I Had To Learn The Hard Way - And In the End When I Thought I Had It Working Pretty Decent, It Was Still A POS Compared To


Last Wednesday , I Said
"Comparing An Edelbrock 800 Thunder AVS With An Edelbrock 750 Is Like Comparing An Hemi With A Slant Six - The Edelbrock 800 Series Is Night And Day Difference OUT OF THE BOX With The 750 Series
Honestly , No Comparison , 800 Series Is That Good !!!"


What I Should Of Said Was

The Edelbrock 800 Series OUT OF THE BOX , Is Still Night And Day Better Compared With A Highly Modified/Calibrated Edelbrock 750 Series Carb

Now I Wish I Could See Some Dyno/HP #s Compared Between The Two Carbs That You Have



I Am Happy You Have Seen The Light

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So what do the rest of us do with a BRAND NEW 1407?

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I am looking at the AVS 650cfm Thunder Series model.

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Bee,

You were right of course as were many other people that the 800 is tuned better by default. However, I am not convinced the 1407/1411's are junk. They have their place and they can be tuned for many applications.

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I just put a edelbrock 1407 on my 413 last week. It replaced a 830 holley with annular downlegs. I basically had the same problems with the holley as this post and the 750 edelbrock fixed it.

The 830 no matter what I did, I could get out the sputter on quick acceleration. It was also too rich even with jet changes, power valve, etc... I used to think I knew holleys

I know how frustrating it can be, but the best thing I did was try another carb. Had a 1406 sitting here and it was like an instant fix, but the motor wanted more fuel unlike too much with the 830.

Far as et, fuel economy, etc... at this point I don't care about any of that. I'm just happy the car runs good, not pig rich and not sputtering

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I went through some Carter brochures and came up with the original jet/rod combos for the '68-'71 AVS' used on 383s(630cfm) and 440s(750cfm). Comparing these to the Edelbrock out of the box carb jet combos I can see why folks are having trouble dialing these in. First off I'm setting up a '70 383 Magnum 4 speed Super Bee. Stock intake, exhaust manifolds, TTI 2-1/2" exhaust w/ dynomax turbos, MP electronic ignition.
I set up an Edelbrock 1405 (.089 primary,65-52rods,7 lb. springs,.095secondary, .028 pump jet)and 1411 (.101 primary, 70-47 rods, .089 secondary, .035 pump jet) to see which would work best for my situation. I used the jetting/rod combos from the original AVS' and had a little trouble dialing in the 1411 so switched to the 1405 with a ported wood spacer(Edelbrock 8723) and am very happy with the results. Plenty of low end power and torque which the 1411 wouldn't deliver on my 383. Wish I still had my '73 New Yorker to mount it on, the Thermo Quad on that 440 was so full of emission junk it never had any power. The 1411 is up for grabs. Anyone wants one pm me.

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It may be that a stock '68 383 doesn't breathe enough to get the secondary fuel moving on a #1407 and adding a very tight converter (1100 RPM Stall it seems) to the mix equals a BOG condition with no realistic fix.

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